Rail anchor



April 113 1926 R. A. BLABR RAIL ANCHOR Original Filed Oct. 3, 1922 and useful Improvements in Rail Anchors,

ROLANDIS A. BLAIR, F FORT WAYNE, INDIANA, ASSIGNOR TO THE P.

OIE CHICAGO ILEINOIS, A CGRPORATION 0J3 ILLINQIS.

a n. COMPANY,

' RAIL ANCHOR.

-' Application filed October 3, 1822, Serial No. 592,047 Renewed June 6, 1923.

To all whom it may concern.

Be it known that I, Romnois A. BLAIR, a citizen of the United States, residing at Fort "Wayne, in the county of Allen and State of Indiana, have invented certain new of which the following is a specification.

My invention relates to devices for pre-' venting the longitudinal creep of railroad rails, these devices being commonly called rail anchors, anti-oreepers, or rail stays.

I One of the objects of my invention is the provision of a rail anchor of simple and compact construction,inexpensive to manufacture, which will maintain a reliable hold on the rail as against the tendency of the device to become loosened by vibration or. other disturbing influences, and which may be quickly and conveniently put in place on the rail, or removed therefrom, if occasion requires.

It is a further object of my invention to provide a rail anchor which can be used with rails, the bases of which are of different width or ot different content.

'A further objectof my invention is the provision of a rail anchor adapted to prevent the longitudinal creep of railroad rails in both directions.

A further object of my invention is the provision of arail anchor so constructed that it may be removed and replaced several times without impairing its holding power.

The invention consists in the novel orrangements and constructions to be hereinafter described and clainied'for carrying out the above stated objects and such other objects as will appear from the'follo'win de scription of a preferred embodiment illustrated in the accompanying drawings, wherein- I Fig. 1 is a plan view of a fragmentary -portion of. a railroad rail provided with a device embodying the principles of my invention is an end elevational view of the in cross sectior, which is bent about a vertical axis substantially medially of its length,

each other and substantially transversely un-.

der the rail base 9. The portions 7 and 8 are then bent downwardly, upwardly and out wardly to provide toot pieces 10 and 11, rcspcctively, which are adapted to bear against the side ofa tie 12 and also to provide seats or bearings 13 adapted to engage the under side of the rail basefiange 9. The free ends of the portions 7 and 8 are then bent up wardly and back to form jaws 14 a d 15, re spectively. The extremities l6 and 17 of the respective jaws are bent in opposite direc tions substantially at right angles to the jaws so that they extend longitudinally of the rail when the device is applied thereto. The connected ends of the portions 7 and 8 are oflset upwardly to provide a shoulder 18 adapted to engage the edge of the base flange t)", the device as a whole being substantially in the form of a yoke.

In applying the device to the rail, the jaws 14 and are slipped over the rail base flange 9 so that the device occupies a position substantially as shown in dotted lines, Fig.

2, With one of the foot pieces in engagement with the side of the .tie. The ends of the jaws are then struck with a sledge hammer or the like and the device driven transversely onto the rail base until the shoulder 18 coincides with the edge of the base flange 9 jaws, their respective extremities, and the foot pieces, when the device is free of the rail, occupy substantially the position shown in dotted lines in Fig. 3, with the vertically extending portions of the aws in converging position, and when the device is applied to the rail, the extremities of the jaws are forced to climb the inclined surface of the flange 9, thus forcing said extremities away from the plane of'the seats 13 and serving totwist the jaws in opposite directions toward parallelism with each other. The two portions of the device extending under the rail base, therefore, aresubjected very considerably to opposed twisting strains. The

tendency of the device to return to its original shape results in a strong, reliable gripping action on the rail base ample to prevent any sli iipage of the device longitudinally iiion the rail notwithstanding the disturbing influences to which the device is subjected due to the passage of heavy rolling stock and weather conditions.

The jaws 14c and 15 are so formed that a considerable clearance is provided between the inner sides of said jaws and the adjacent edge of the base flange 9", also between the under faces of said aws and the major portion of their extremities and the upper surl ace of said base flange. The ends of the longitudinally extending portions 16 and 17 are, iowevcr, only slightly above the level of the seats or bearings 13-, as is shown by dotted lines in Fig. 3, and the tendency of the jaw extremities to remain relatively close to the plane of the seats 131s grcatcnough to cause the device to have a strong 0perative grip when applied to rail bases relatively narrow in width as well as to rail bases of substantially greater width, and also to rails having difi'erent base contours and those of which the bascfianges vary in thickness.

T he edges 16 and 1? of the jaw cxtremities bite into the upper surface of'thc base flange 9, the edge lti 'bcing particularly cllective in preventingcrecpage of the rail in the direction indicated by the arrow, lFig. 1, while the edge 17 is particularly effective in preventing creepage of the rail in the opposite direction. The device is applied to the rail -from one side thereof directly along one side face of a tie, it being unnecessary {or the device to be moved longitudinally of the rail after being applied. The jaw extremities and the seats 13, as the device is applied to the rail, tend tobite into the rail base which is desirable, as it increases the hold of the device on the rail.

As will be readily appreciated, when the device is applied to a rail in the position shown in Fig. 3, the bottom portions of the jaws are spread apart from the normal position as indicated by dotted lines in said;

Fig. 3. With the anchor in the position as shown by solid lines in Fig. 3, the jaw 15 serves as a resilient means tending to twist the jaw 14 in counter-clockwise direction. It is also evident that pressure upon the outer face of the jaw 14 below the level of the rail also tends to twist the jaw 14 in counter-clockwise direction in said Fig. 3. It is thus plain that the means by which the jaw 14: is held constantly by resilient force in gripping position tends to twist the jaw M in the same direction as that in which there is the tendency to twist the jaw: by contact with the tie.

The grip of the device on the rail is thus seen to be two-fold. In the first place, there is the direct grip by reason of the spreading of the jaws from the bearings 13 in the application of the device to a rail. Inthe second place, there is the shackle hold or twisting grip edected by each jaw by reason of ,aac aaa the resilient action of the othcr jaw, such shackle hold or grip being strengthened by the pressure of the tie when there is a tendency for the rail to creep.

The device is of simple and compact construction and inexpensiveto manufacture. It may be readily removed from the rail by prying down the connected ends of the portions 7 and 8 'and then driving the device transversely from the rail base. After having been removed, it may be again applied to the rail.

I do not intend to limit my invention to the details of construction shown and described, except pnly in so far as certain of the appended claims arespccifically so liniitcd, as it will be obvious that modifications may be made without departing from the.

principles of my invention.

I claim:

1. A device for preventing the longitudinal creep of railroad rails, comprising means extending transversely under the rail base and provided at one end with a seat adapted tocngage the bottom of the rail base and with jaw means adapted to extend around and over the adjacent rail base flange, said jaw means terminating in two portions adapted to engage the upper side of said flange, one of said portions initially being relatively close to said seat so that'it is forced away from said seat when the device is driven transversely onto the rail, and means at the other end of said "firstmentioned means adapted to engage the other base flange in such manner that reverse transverse movement of the device on the rail is prevented.

2; A device for preventing the longitudinal c'reepof railroad rails, comprising means extending transversely under the rail base and formed at one end with a seat adapted to engage the bottom of the rail base and with jaw means adapted to extend around and over the adjacent rail base flange, said. jaw means terminating in two portions which are adapted to engage the upper side of said flange and to be forced away from said seat when the device is driven transversely onto the rail, one of said portions being bent in the direction in which the rail tends to creep, and means at the other end of said first mentioned means adapted to engage the other base flange in such manner that reverse transverse movement of the device on the rail is prevented.

3. A device for preventing the longitudinal creep of railroad rails, comprising v flange, said jaw means terminating in diverv gent bent portions so arran ed that they rsao,

engage the upper side of said flange and are forced away from said seat when the device is driven transversely onto the rail, and

means at the other end of said first men tioned means adapted to engage the other basc'flange in such manner that reverse movement of the device'on the rail is prevented.

4-,, A device for preventing the longitudinal creep of railroad rails, comprising means extending transverse y underthe'rails' base and-formed at one end with a seat adapted to engage the bottonr of the rail base and with a pair of jaws adapted to extend around and over the adjacent base flange, the extremities of said respective jaws extending longitudinally of the rail but in opposite directions'and being so arranged that they engage the upper side of said flange and are forced away from said seat when the device is driven transversely onto the rail, and means at the other end of said first mentioned means adapted to engage the other base flange in such manner that reverse transverse movement of the device on the rail is prevented.

5. A device for preventing the longitudinal creep of railroad rails, comprising means extending transversely under the rail base and provided at one end with a seat adapted to eiigage the bottom of the rail base and with jaw means adapted to extend around and over the adjacent rail base flange, said jaw means terminating in two portions adapted to engage the upper side of said flange, said portions initially being relatively close to said seat so that they are forced away from said seat when the device is driven transversely onto the rail, and means at the other end of said first mentioned means adapted to engage the other base flange in such manner that reverse transverse movement of the device on the rail is prevented.

6. A device for preventing the longitudinal creep of railroad rails, comprising means extending transversely under the rail base and provided with a tie abutting means and at one end with jaw means adapted to extend around and over one of the rail base flanges, said jaw means terminating in two portions adapted to engage the upper side of said flange when the device is driven transversely onto the rail, and means at the other end of said first mentioned means adapted to engage the other base flange in such manner that reverse movement of the device on the rail is prevented, one of said portions being bent in the direction in which the rail tends to creep, whereby the extremity of said last mentioned portion tends to bite increasingly into the flange under a creeping strain.

7. A device for preventing the longitu dinal creep of railroad rails, comprising eat I 8 means extending transversely under the rail base and provided with a tie abutting means and at one end with a seat adapted to engage the bottom of the rail base and with jaw means adapted to extend around and over 70. one of the rail base flanges, said jaw means terminating in two portions adapted to engage the upper side of said flange and to be forced away from said seat when the device is driven transversely onto the rail, and 7 means at the other end of said first mentioned means adapted to engage the other base flange in such manner that reverse ll'lOVQIllGIll; of the device on the rail is prevented, one of said portions being bent in the direction in which the rail tends to creep whereby the extremity of said last mentioned portiontends to bite increasingly into the flange under a creeping strain.

8. A one-piece device for preventing the longitudinal creep of railroad rails, comprising a metal bar bent substantially medially and'having its two portions extending substantially transversely under the rail base, the free ends of said respective portions being bent to form jaws adapted to extend around and over one of the rail base flanges, said jaws having their respective extremities bent at substantially right angles thereto so that said extrcmitiesextend longitudinally of the rail but in oppositb directions and engage the upper side of said flange when the device is driven transversely onto the rail, the connected ends of said portions being provided with a shoulder adapted to engage the other base flange in such manner that reverse transverse movement'of the de vice on the rail is prevented, said portions being so formed that they are subjected to opposed twisting strains when the device is applied to the rail.

9. A one-piece device for preventing the longitudinal creep of railroad rails, comprismg a metal bar bent substantially medlally and having its two portions extending substantially transversely under the rail base, the free ends of said respective portions being bent toform jaws adapted to extend around and over one of the rail base flanges and to engage the upper side of said flange when the device is driven transversely onto the rail, the connected ends of said portions being provided with a shoulder adapted to engage the other base flange in such manner that reverse transverse movement of the device on the rail is prevented.

10. A onepiece device for preventing the longitudinal creep of railroad rails, comprising a metal bar bent substantially medially and having its two portions extending substantially transversely under the rail base, the tree ends of said respective portions being bent. to form seats adapted to engage the bottom of the rail base and then so as to form jaws adapted to extend around and 139 ing bent base flange in such manner that reverse transverse movement of the device on the rail is prevented.

11. A one-piece longitudinal creep of railroad rails, comprising a metal bar bent substantially medially and having its two portions extending substantially transversely under the rail base, the free ends of said respective portions beto form jaws adapted to extend around and over one of the rail base flanges and to engage the upper side of said flange when the device is driven transversely onto the rail, the extremity of one of said jaws being bent in the direction in which the rail tends to creep, the connected'ends of said portions being provided with a shoulder adapted to engage the other base flange in such manner that reverse transverse movement of the device on the rail is prevented.

12. A one-piece device for preventing the longitudinal creep of railroad rails, comprising a metal bar bent substantially inedially and having its two portions extending substantially transversely under the rail base, thefree ends of said respective portions being gage the bottom of the rail base and then so as to form jaws adapted to extend around and over'the adjacent rail baseflange, said jaws beingso arranged that they bear upon the upper slde of said flange and are forced away rom said seats when the device is driven transversely onto the rail, the extremity of one of said jaws being bent in the direction in which the rail tends to. creep, the connected ends of said portions being provided with ashoulder adapted to engage the other base flange in such manner that reverse transverse movement of the device on the rail is prevented. I

13. A one-piece device for preventing the longitudinal creep of railroad rails, compris- :ing a, metal barbent substantially medially and having its two ortions extending substantially transverse y under the rail base, the free ends of said respective ortions being bent to form jaws adapts toexte'nd around and over one of the rail base flan es,

' the extremities of said res ective jaws ea ing bent divergently and a apted to engage the upper side of said flange when the de vice isdriven cdhneoted ends of said portions being provided with a shoulder adapted to engage the other base flange in such manner that reverse transverse movement of the. device on the rail is prevented. i

device for preventing the,

bent to form seats adapted to entransversely onto the rail, the

14.. A one-piece device for preventing the longitudinal creep of railroad rails, 0Omprising a metal bar bent substantially me ally and having its two portions extendin substantially transversely under the rail base, the free ends of said respective por tions being bent to form seats adapted to cngage the bottom of the rail base and then so as to form jaws adapted to extend. around and over the adjacent rail base flange, said jaws having their respective extremities bent divergently and being so arranged that they bear upon the upper side of said flange and are forced away from said when the device is driven transversely onto the rail, the connected ends of said provided with a shoulder adapt-rd. to the other base flange in such mam reverse transverse movement of the Q on the rail is prevented.

15. A onc-p iece device for preventing the longitudinal creep of raiiromi a ls, coniprlsing a metal bar bent slit ntially medially and having its two port. as extending substantially transversely under the rail base, the free ends of said rcspeetive portions being bent to form jaws adapted to extend around and over one. of the rail base flanges,said jaws having their respective extremities bent at substantially right angles thereto so that said extremities extend longitudinally of the rail but in o posite directions and engage the upper si e of said flange when the device is driven trans versely onto the rail, the connected ends of said portions being provided with a shoulder adapted to'engage the other base flange in such manner that reverse transverse movement of the device on the rail is prevented.

16. A one-piece device for preventing the longitudinal creep of railroad rails, com prising a metal bar bent substantially medially and having its two portions extending substantially transversely under the rail base, the free ends of said respective portions being bent to form seats adapted to engage the bottom of the rail base and then so as to form jaws adapted to extend around and over the adjacent rail base flange, said jaws having their respective extremities bent at substantially right angles thereto so that said extremities extend longitudinally of the rail but in opposite, directions and so arranged that they bear upon the upper side of said flange and are forced away from said seats when the device is driven transversely onto the rail, the connected ends of said portions being provided with a shoulder adapted to enga e the other/ driven laterally of the rail onto one of the assesses flanges thereof and means for holding the anchor from backing transversely from the flange, the arrangement being such that the operation of applying the anchor to the rail serves to twist the jaws in opposite directions about axes extending transversely of the rail.

18. A rail anchor comprising a yoke having jaws on the arms both adapted to be driven laterally of the rail onto one of the flanges thereof, and means for holding the anchor from backing transversely from the flange, the arrangement being such that the planes of the jaws normally converge and that the operation of applying the anchor to the rail serves to twist the jaws in opposite directions towards parallelism.

19. A rail anchor comprising a yoke having jaws on the arms both adapted to be driven laterally of the rail onto one of the flanges thereof, and means for holding the anchor from backing transversely from the flange, the arrangement being such that the vertically, extending portions of the jaws normally stand in converging position and that the operation of applying the anchor to the rail serves to twist both jaws about axes extending transversely of the rail into substantially vertical position.

20. A rail anchor comprising a yoke having jaws on the arms both adapted to be driven laterally of the rail onto one of the flanges thereof with the yoke beneath the rail transversely thereof, and 3, lug 0n the yoke adapted to engage the opposite flange for holding the anchor from backing transversely from the flange, the arrangement being such that theoperation of applying the anchor to the rail serves to twist the jaws in opposite directions'about axes extending transversely o the rail,

till

in the same direction as 21. A. rail anchor comprising'a yoke having jaws on the arms both adapted to be driven. laterally of the rail onto one of the flanges thereof, and means for holding the anchor from backing transversely from the flange, the arrangement being such that the operation of applying the anchor serves to distort the shape by spreading apart the bottom portions of the jaws whereby pres sure on the. outer face of either jaw below the level of the rail tends to twist such jaw that in which there is a tendency to twist the jaw by reason of the spring pressure due to the distortion of the anchor in its application to the rail.

A rail anchor comprising a yoke having jaws on the arms both adapted to be driven laterally of a rail onto one of the flanges thereof with the yoke extending en tirely across the bottom. face of the rail, and means on the yoke at the opposite end. adapted to engage the adjacent flange for holding the anchorfrom backing transversely from the flange, said jaws comprising portions extending longitudinally of the rail along the up or face of thd flange at opposite faces 0 the anchor, the arrangementbeing such that the operation of applying the anchor serves to distort the shape by spreading apart the bottom portions of the jaws whereby pressure on the outer face of either ijaw below the level of the rail tends to twist such jaw in the same direction as that in which there is a tendency to twist the jaw by reason of the spring pressure due to the distortion of the anchor in its application to the: rail.

23. A rail anchor comprising a bearing adapted to engage the bottom face of a rai flange, a jaw connected with the bearing and disposed in position to be brought into engagement with the upper face of the flange, the distance between the jaw and the said bearing normally being such that the device must be distorted by spreading the jaw and bearin 4 apart for the application of the device in operative position on the rail, and resilient means normally exerting a constant pressure tending to twist the jaw and the bearing about a transverse axis for giving them a'shackle hold on the upper and bottom faces of the flange in addition to theirgrip by virtue of the vertical distortion of the jaw.

24. A rail anchor comprising a bearing adapted to engage the bottom face of a rail flange, a jaw connected with the bearingand disposed in position to be brought into engagement with the upper face of the flange, the distance between the jaw and the saidbearing normally being such that the device must be-distorted by spreading the jawand bearing apart for the application of the device inoperative position on the rail, and the arrangement being such that upon the application of the device to the rail the engagement or the jaw with the upper face of the flange tends to twist the end portion of the device comprising the jaw and the hear ing about a transverse axis, and resilient means normally exerting a constant pressure tending to hold the jaw and bearing against such twisting movement.

2d A rail anchor comprising a bearing adapted to engage the bottom face of a rail flange, a j aw connected with the hearing and disposed in position to be brought into engagement with the upper face of the flange and comprising a portion extending longitudinally of the rail substantially at right angles with respect to the body of the jaw, and resilient means normally exerting a con stant pressure tending to twist the end per-' tion of the device comprising the jaw and the hearing about a transverse axis in the direction for producing a pressure upon the flange by the free end of the longitudinally extending portion of the jaw. I

26. A rail anchor comprising a bearing adapted to engage the bottom face of a rail flange, a jaw connected with the'bearing and disposed in position to be brought into angagement with upper'face of the flange and comprising aportion extending longitudinally-of the rail substantially atr ght angles with respect to the body of the aw, the arrangement being such that upon the application of the device to the red the engagement of the free end of the longitudinally extending portion of the aw w th the upper face of the flange tends to twist the end portion of the device comprising the jaw and the hearing about a transverse axis, and resilient means normally exerting a constant pressure tending to hold the aw and bearing against such twisting movement.

27. A rail anchor comprising a bearing adapted to engage the bottom face of. a rail flange, a jaw connected with the bear ng and disposed in position to be brought 111130 enga ement with the upper face o f the flange an comprising a portion extending longitudinally'of the rail substantially at r1ght angles with respect to the body of. the aw, said longitudinally extending portion being arranged normally to extend downwardly slightly towards its free end whereby upon the application 01": the device to the ra l the engagement of the end of the longitudinally extending portion with the upper face of the flange tends to twist the end portion of the anchor comprising the jaw and bearing about a transverse axis, and resilient means normally exerting a constant pressure tending to hold the jaw and bearing against such twisting movement.

28. A rail anchor comprising a yoke having jaws on the arms both adapted to be driven laterally flangesthereof, and means for holding the anchor from backing transversely from the flange, the arrangement being such that the operation of applying the anchor to the rail serves to distort the anchor by spreading the jaws upwardly with respect to the arms of the yoke and by twisting the jaws in opposite directions about axes extending transversely of the rail.

' 29. An anticreeper comprisin it rolled bar bent to form at one end a tie abutting portion, an arm adapted to engage the upper portion of the rail base and av rail base edge engaging portion and at the other end thereof' a second arm and base edge engaging portion adapted respectively to engage an the upper. surface and the edge of the rail base.

30. A one-piece rail anchor comprising a bar having one end bent over to form an arm ada ted to engage the upper surface of; the rail ase and a tie engaging portion, the other end overturned to form a jaw adapted"- to embrace the rail base and grip the uppersurface ,thereof, and an intermediate porof a rail onto one of the,

nascent tion fashioned to provide a seat adapted. to engage the edge of the rail base opposite said jaw and in spaced relation to the tie engaging portion.

31.1%. anticreeper, comprising a rolled bar, adapted to be transversely applied upon a rail base, having at one end an arm adapted to grip the top of the rail base and rail base edge engaging seat and, at the other end, an arm adapted to engage the top or": the rail base, a tie engaging portion, adjacent said arm, and a seat adapted to engage the edge of the rail base to loclr said anticreeper in position on the rail.

32. An anticreeper, comprising it rolled her adapted to be applied transversely upon the rail base formed with a tie engaging portion, arms upon the two ends thereof adapted to grip the upper surface of the rail base, and a seat in spaced relation to said tie engaging portion adapted automatically to engage the rail base when said anticreeper is forced into position to'loclr the same in position.

A device for preventing the longitudi nal creep of railroad rails comprising means,

extending substantially transversely under the rail base, and adapted to extend around and over one of the rail base flanges, said jaw and means being so formed in relation to each other that said means exerts an upward pressure against the bottom of the rail base and said jaw a downward pressure against the top of said flar- 'e'when the device is applied to the rail, a shoulder on the other end of said means and adapted to engage the edge of the other rail base flange, and a tie abutting portion depending from said means at a point adjacent said shoulder.

34. A device for preventing the longi tudinal creep of railroad rails comprising means extending substantially transversely under the rail base, a jaw on one end of said means and adapted to extend around and. over one of the rail base flanges, said jaw and means being so formed in relation to each other that said means exerts an upward pressure against the bottom of the rail base and said jaw a downward pressure againsthe to of said flange when the device is applie to the rail, a shoulder on the other end of said means and adapted to engage the edge of the other rail base flange, and a foot piece dependin from said means at a point adjacent said 5 oulder, the tie en u in face of said foot-piece being in a p ane 'su stantially forward of the ad acent verti cal side of said means, with respect to the direction of creepage; for the purpose described.

35. A device for preventing the longitudinal arcs of railroad rails, comprisin means exten ling transversely under the raii base, means connected with one end of said a aw on one end of said means 2 the under face of aseonea first named means and extending around and bearing on the upper face of one of the rail base flanges, and, means connected with the other end of said first named means and bearing against the under face of said base flange.

36. A device for preventing tudinal creep of railroad rails, comprising means extending transversely under the rail base, a jaw connected with one end of said the longi- -means and extending around and bearing on the upper face of one of the rail. base flanges, and an arm yieldably connected with the other end of said means and bearing against the under face of said base flange.

37. A. one-piece device for preventing the longitudinal creep of railroad rails, comprising a member extendin transversely under the rail base, said mem er being formed at one end so as to provide a jaw extending around and bearing on the upper face of one of the rail base flanges, said member beingformed at the other end so as to provide an arm having a portion bearing against said base flange.

38. A one-piece device for preventing the longitudinal creep of railroad rails c0mprising a substantially rigid bir of resilient e metal extending transversely under the rail base, said bar being bent at one end to provide a jaw and at the other end to provide an arm, said jaw extending around and bearing on the upper face of one of the rail base flanges, said arm having a portion bearin'g against the under face of said base an e.

A one-piece device for preventing the longitudinal creep of railroad rails, comprising a metal bar formed so as to provide a jaw adapted to extend around and over one of the rail base flanges, a medial portion adapted to extend substantially transversely under the rail base, a shoulder adapted to engage the edge of the other rail base flange, and a downwardly extending tie abutting portion connected with the medial'portion adjacent said shoulder, said jaw and medial portion being so formed in relation to each other that said medial portion exerts an upward pressure against the bottom of the rail base and said jaw a downward pressure against the top of the flange adjacent thereto when the device is applied to the rail.

ROLANDIS A. BLAIR. 

